Secure telematics

ABSTRACT

A telematics system that includes a security controller is provided. The security controller is responsible for ensuring secure access to and controlled use of resources in the vehicle. The security measures relied on by the security controller can be based on digital certificates that grant rights to certificate holders, e.g., application developers. In the case in which applications are to be used with vehicle resources, procedures are implemented to make sure that certified applications do not jeopardize vehicle resources&#39; security and vehicle users&#39; safety. Relationships among interested entities are established to promote and support secure vehicle resource access and usage. The entities can include vehicle makers, communication service providers, communication apparatus vendors, vehicle subsystem suppliers, application developers, as well as vehicle owners/users. At least some of the entities can be members of a federation established to enhance and facilitate secure access and usage of vehicle resources.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/042,246, filed Sep. 30, 2013, which is a continuation of U.S. patentapplication Ser. No. 12/017,467, filed Jan. 22, 2008, now U.S. Pat. No.8,719,592, which is a continuation of U.S. patent application Ser. No.10/767,548, filed Jan. 28, 2004, now U.S. Pat. No. 7,366,892, whichclaims the benefit of U.S. Provisional Application Ser. No. 60/443,505,filed Jan. 28, 2003, the entire disclosures of which are herebyincorporated herein by reference.

FIELD

The present invention relates to telematics and in particular tosecuring communications involving uses of proprietary resources in avehicle.

BACKGROUND

Technologies have been devised or advanced that contribute to expandingthe use of commercial and personal vehicles from merely a form oftransportation to acting as communication hubs. The vehicle is able tocommunicate wirelessly with remote systems in order to serve orfacilitate a number of objectives including related to safety,navigation, information gathering, entertainment and education.Communications in and with the vehicle typically involve a cellularphone or other communication source/device that is able to send andreceive communications from outside the vehicle.

Although significant efforts have been directed to improving vehiclecommunications, substantial barriers remain to fulfill the vastpotential of the telematics field. Vehicle communications can require anumber of systems and devices that can include hardware and/or softwareresident in the vehicle. These can be proprietary to certain entities,such as owners or lessees. There is great reluctance on the part ofvehicle makers and others to allowing use of proprietary systems bythird parties. In the context of the car manufacturer, it may havenumerous proprietary rights in vehicle interfaces, storage memories,vehicle buses, and vehicle devices. There are concerns with the safetyand integrity of such systems if third parties were allowed unauthorizedor uncontrolled access. There must also be sufficient economic andfinancial reasons to permit access and use by third parties.Consequently, it is important not only to provide a physicalinfrastructure that facilitates communications involving the vehicle,but also economic incentives and acceptable returns on investment.

Unleashing the potential of telematics requires cooperation amongvarious entities, including car makers, manufacturers of communicationdevices including cellular telephones, developers of applications andcommunication service providers. One or more of these entities hasproprietary technologies or interests that must be taken into accountand safeguarded. For example, handset manufacturers interface to thehandset and vehicle manufacturers interface to vehicle devices. Untilthere are compelling applications that make use of proprietary vehiclesystems and technologies in place to protect proprietary rights,telematics development will be inhibited. Furthermore, vehiclesthemselves are complex systems where reliability is critical for humansafety. Any modifications to the tested and deployed vehicle systemsintroduces new risk. On the other hand, if proprietary systems can berendered secure and shared by the various entities, the issue ofsecurity is no longer a draw-back and overall costs associated withvehicle communications can be reduced. Additionally, a rich set ofapplications can be developed once acceptable access to proprietarysystems in the vehicle are made available.

It would be advantageous therefore to provide a framework for protectingthe proprietary systems and the interests of multiple parties, includingthe end user, who are involved with numerous and diverse vehiclecommunications. The interests of the end user can include in at leastcertain applications protection of the user's privacy. Privacy of theend user might be safeguarded when utilizing resources in the vehicle toconduct financial transactions. In addition to appropriate securityand/or privacy protection, it would also be appropriate to establishrelationships among the various parties that provide incentive forproviding open access to resources associated with vehicles includingacceptable remuneration.

SUMMARY

In accordance with the present invention, system and method are providedfor utilizing resources, including proprietary resources in a vehicle.Such utilization requires establishing relationships between and/oramong entities having interests, proprietary and otherwise, in resourcesthat are found in the vehicle or can be located in the vehicle.Establishment of relationships includes defining compensation provisionsbetween or among various entities, together with approving resources tobe used with proprietary and/or non-proprietary resources found in thevehicle and ensuring that only approved resources are used.

The proprietary resources can include one or more of the following:vehicle buses, vehicle devices, interfaces, subsystems, storage memoryin the vehicle, applications executed in the vehicle, connectivityhardware/software and communication devices. Digital buses in thevehicle might include: MOST, IDB 1394, TTP, CAN, FlexRay, LIN, SAEJ1939, SAE J1708/1587, SAE J1850, IS09141, as well as a common bus towhich numerous proprietary and non-proprietary resources communicate.The common bus can be based on one or more of the above-noted bustechnologies. The common bus could also be implemented using wirelesstechnologies. Proprietary subsystems and/or vehicle devices mightinclude various electronic control units (ECUs) a navigational globalpositioning system (GPS), an inflator subsystem or device, a personaldigital assistant (PDA), a laptop computer, a vehicle monitoring system(VMS) and an accident and emergency notification alarm (AENA).Interfaces might include numerous and diverse application programminginterfaces (APIs). Communication subsystems might include portable orcellular telephones and subsystems that communicate with wirelesstechnology networks using licensed and unlicensed communicationchannels. Proprietary and/or non-proprietary applications might includeapplications related to entertainment delivered to the vehicle, datagathering from the vehicle, educational information supplied to thevehicle, information sent to the vehicle for use by one or moresubsystems and/or vehicle devices in the vehicle. Such applications canbe in a variety of fields or areas including related to securityservices, multi-user services, vehicle-to-vehicle communicationservices, geographical services, regulatory services, communicationservices and commerce services.

The entities with whom relationships can be built based on mutuallyacceptable conditions include the vehicle makers as the primary entityand other entities including application developers/providers,governmental entities, communication, financial, business and consumerservice providers, providers of products and proprietary subsystemsand/or device suppliers, as well as vehicle owners/users. The conditionsunder which two or more of these entities are to cooperate can be basedon one or more fixed payments, use payments to be made by at least oneentity to at least another entity, geographic requirements, resourceusage limitations, and remedies for non-compliance. A key factor relatedto establishing the necessary relationships includes certifyingresources for use with each other, while taking into account the safetyof those involved with such resources and the security of the resources.At least some of the entities can be members of a federation that isimplemented by a federated security architecture in which memberentities accept security requirements and protocols as part ofinteracting with each other.

The resources of the system include one or more communication subsystemsthat enable wireless communications relative to the vehicle. Thesecommunication subsystems might include cellular telephones together withtheir associated interfaces, and other apparatuses for enablingcommunications with one or more appropriate wireless technologies, suchas a wireless LAN (Local Area Network). The system can also include avehicle gateway that allows access to information obtained from vehicledevices that are connected to vehicle buses. In a preferred embodiment,the vehicle gateway communicates with the common bus to which a numberof proprietary and/or non-proprietary resources can also communicate.

The system also includes a security controller that is connected to thecommon bus. The security controller can act as a hub through which allinformation passes in connection with achieving desired security,especially controlling usage of resources by more than one entity. Thesecurity controller is involved with security authentication of entitiesand/or resources, facilitates secure channel establishment between oramong entities and/or resources and provides bus and bandwidtharbitration services. The security controller essentially acts as aswitch in the system and can act as a proxy for other resources orservices. All traffic between or among entities and/or resources isrouted by or initiation is mediated by the security controller. After asecure session has been established, the security controller need onlybe involved as necessary to monitor traffic. Monitoring can relate toverifying that the traffic conforms to the predetermined profile, forexample, of one or more particular applications. In one embodiment, thesecurity controller is not integrated into the common bus as a hub orswitch, but communicates with the common bus and monitors activitiesrelated to security in order to effect its control in connection withassuring that conditions associated with the established relationshipsare met.

In a preferred embodiment, the system further includes a number ofinterface modules for which the security controller could provideauthentication services. These can be identified as a communicationservices module, a human/machine interface services module and vehicleservices module. The communication services module protects andarbitrates access to resources related to communication. The humaninterface services module arbitrates access to resources related todisplay and operator intervention or involvement. The vehicle servicesmodule controls access to vehicle gateway services including assistancerelated to accessing information obtained from vehicle devices that areconnected to one or more vehicle buses. In one embodiment, theseinterface modules may be incorporated in the security controller.

With regard to steps, operations and/or procedures implementing orinvolving the system, entities accept conditions that establish theirrelationships. The conditions can be the same for three or more entitiesor they can be different. For example, establishing relationships mightinvolve a vehicle maker and an application owner or another having aproprietary interest in an application that is used or is executablewith a proprietary vehicle device. Another relationship might beestablished between this same car maker and a proprietary subsystemssupplier, such as an after market vehicle device or an add-on vehicledevice. The conditions accepted by the car maker and subsystem suppliermay be different from those that establish the relationship between thecar maker and the application developer or other application providingentity. Relatedly, such an application entity might establish arelationship with the subsystem supplier that includes conditions thatare the same or different from those that establish the relationshipbetween the car maker and the subsystem supplier. These conditions canrelate to compensation and resource usage.

The establishment of relationships can also involve empowering acertificate authority, who can issue assertions, credentials orcertificates that are to be used by the system. The certificateauthority is fundamentally responsible for issuing certificates in asecure manner to approved resources for use in the vehicle. Suchresources may be proprietary or non-proprietary. These resources caninclude applications that utilize other resources. A certificateauthority can be one of the entities that is included in the group thatestablishes relationships, such as a vehicle maker, or the certificateauthority could be an independent third party. There can be more thanone certificate authority and a certificate authority could reside withthe vehicle that issues credentials to resources within the vehicularsecurity domain. The security controller itself could act as acertificate authority and issue certificates to vehicle subsystems orother vehicle resources. In addition to issuing certificates forapproved applications and/or subsystems, the certificate authority couldalso be involved with certifying one or more entities themselves.

In one embodiment, the certification process has the certificateauthority being initialized with one or more signature keys associatedwith supporting desired security. The certificate authority could createa public key and a private key pair. The public key is delivered to thesecurity controller and can be used to verify or authenticate one ormore certificate signatures that are submitted to it. The certificateauthority could also issue keys to an application developer that allowsone or more applications to make certificate requests. For example, thecertificate authority could create at least a certificate requestprivate key that it sends to the application developer. The applicationdeveloper uses that private key to generate an application certificaterequest that is sent to the certificate authority. The certificateauthority determines whether or not to grant the certificate request. Inconnection with that determination, certain procedures can beimplemented. These procedures can be implemented by the certificateauthority or, alternatively, another entity such as an applicationverification authority. Such an authority can perform steps related toauditing the application developer's security practices and testing theapplication in a number of system environments for behavioral and safetyconsiderations. When there is approval, the certificate authority canissue the certificate. The certificate can include certain propertiesand/or rights, such as: a unique identifier for the certificate owner, apriority level assigned to the application, duration of the certificate,geographic or other location where the certificate is deemed valid, theidentification or description of other resources and/or entities withwhich the application must communicate to function properly, and APIsthat the application is allowed to use.

The certification process may also be associated with other aspects ofthe relationships that have been established, such as being correlatedwith compensation affinity credits or royalties that might be paid aspart of one or more conditions accepted by the involved entities. Acertificate may also be revoked for an application that has beencompromised. The security controller is provided with revocationinformation so that during its authentication process it can determinewhether or not the certificate for a particular application has beenrevoked.

After the certificate is granted for an application, access and useaccording to the contents of the certificate are allowed. As part of itsfunctions, the security controller can monitor the access sought by suchan application. After authorization by the security controller, theapplication can work with one or more resources in the vehicle based onthe properties and/or rights set out in the certificate. As previouslynoted, the application can take many forms in numerous and diversefields for a large number of uses or functions.

Based on the foregoing summary, a number of advantages of the presentinvention are readily understood. The present invention expandstelematics usage in a vehicle by providing architecture and methodologyso that desired incentives and security are met. Development of numerousand diverse applications for vehicle communications are encouraged andsupported. Vehicle resource usage can be enhanced by the framework ofthe present invention. Passenger safety and convenience are fostered byfacilitating more and different ways to communicate with the vehicle andits passengers. Sharing of resources should lead to more services forthe vehicle user and concomitant reductions in cost. More specifically,the present invention protects the integrity of vehicle resources.Privacy of user and vehicle information is benefitted. Telematicsapplications are able to more safely access and utilize resources in thevehicle. Standards and procedures are provided related to achievingdesired security at the application level. Selective and secure enablingof functions associated with the vehicle is advanced. Opportunities arepromoted for additional revenue streams, such as pay for useapplications and subscriptions. Secure remote diagnostic capabilitiesand secure upgrades of vehicle software are included. New business ormarket models are facilitated including mobile advertising and customeraffinity programs. Multiple vehicle buses can be rendered more robustand adaptable in communicating with other vehicle resources. Theintelligent and secure selection of communication paths are alsoprovided. Security measures can be implemented using a federatedsecurity framework that protects user privacy when accessing resourcesinvolved with providing of services and/or products for consumers and/orbusinesses.

Additional advantages of the present invention will become readilyapparent from the following discussion, particularly when taken togetherwith the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of an embodiment of the system of the presentinvention in which the security controller acts as a central hub orswitch;

FIG. 2 is a block diagram of another embodiment of the system in whichthe security controller implements security functions for the system butis not a central hub or switch;

FIG. 3 is a diagram that illustrates steps and communications forauthorizing/authenticating use of a target service by an originapplication;

FIG. 4 is a diagram that illustrates steps and communications forsecurely purchasing a product (e.g., quick food purchase application) ina federated security framework;

FIG. 5 is a diagram that illustrates steps and communications forsecurely making a toll payment in a federated security framework;

FIG. 6 is a diagram that illustrates steps and communications forsecurely making a transportation payment in a federated securityframework;

FIG. 7 is a diagram that illustrates steps and communications forsecurely obtaining vehicle location access information in a federatedsecurity framework; and

FIG. 8 is a diagram that illustrates steps and communications forsecurely allowing access to a vehicle bus by a consumer device in afederated security framework.

DETAILED DESCRIPTION

Referring to FIG. 1, a telematics secure system 20 is illustrated thatcan be located with a vehicle. The system 20 includes apparatuses orsubsystems for providing communications to and from the vehicle.Although one or more of a number of apparatuses could be employedincluding an embedded cellular transceiver and later developedapparatuses, certain apparatuses are noted. A cellular phone 24 can beheld in the vehicle for transmitting/receiving digital and/or analoginformation, such as voice and digital commands and digital data. Thecellular phone 24 permits wireless communications outside the vehicleincluding to/from remote sources that wish to communicate with vehicleresources. The cellular phone 24 can be physically held andelectronically adapted to vehicle communication paths using adocking/interfaces subsystem 28. This subsystem 28 facilitatescommunications for the vehicle user (driver and/or passenger),particularly where the cellular phone 24 is being operated in ahands-free mode. Like the cellular phone 24 that can be selected fromvarious makes and models of cellular telephones, the docking/interfacessubsystem 28 can be one or more different apparatuses that arecompatible with the particular cellular phone 24 that is selected andutilized. Implementations of certain docking/interfaces subsystems aredisclosed in patents assigned to the same assignee as the owner of thepresent application including U.S. Pat. No. 5,333,177 issued Jul. 26,1994; U.S. Pat. No. 5,535,274 issued Jul. 9, 1996; U.S. Pat. No.6,377,825 issued Apr. 23, 2002; and U.S. Pat. No. 6,341,218 issued Jan.22, 2002.

In one embodiment, the docking/interfaces subsystem 28 communicates oris associated with a communication services module 32. The module 32 canbe software comprised of executable program code that protects andarbitrates access to communication resources in or involved with thevehicle. Fundamental functions that can be associated with thecommunications services module 32 include: supporting communicationpaths to the Internet for other resources associated with the vehicle;contributing to secure communications on one or more buses found in thevehicle; outputting fault notifications; monitoring and logging usage ofcommunications-related resources; enforcing usage rules forcommunication resources and managing tools involved with securitycontrol, including authentication and authorization related to usage oflinks and/or resources associated with the vehicle. The communicationsservices module 32 could also be used to support automatic orintelligent selection of communication links, as described in U.S. Pat.No. 6,122,514 issued Sep. 19, 2000 and which is also assigned to theassignee of the present application. Other wireless communicationsubsystems that can be included with the vehicle include a wireless LAN36 and a wireless PAN 38. Like the cellular phone 24, the wireless LAN36 and wireless PAN 38 subsystems can communicate with a compatibleinterface (e.g. docking/interfaces 28) for providing transmissions tothe vehicle and sending transmissions from the vehicle, which areproperly arbitrated and protected using the communication servicesmodule 32.

In addition to communication resources, the system 20 can include humaninterface 40 to permit operator or human interaction or control and canalso provide information to the vehicle user by means of visual displaysand/or audio outputs. The human interface 40 may have a number ofinput/output mechanisms or devices. These can include a tactile and/orbiometric input subsystem(s) 44 that are implemented using appropriatetechnologies for receiving certain sensory inputs, such as thoseproduced by touch or contact. The tactile devices can includeprogrammable input elements, such as buttons, switches, touchpoints/screens, that enable the user to input desired controlinformation or to modify existing settings. Inputs related to visual orscanned information can also be supplied using one or more of thesesubsystems 44. One or more voice/audio inputs or subsystems 48 can alsobe part of the human interface 40. These subsystems or technologiesenable voice inputs to be received for desired control/commandobjectives useful in initiating or otherwise controlling voicerecognition functions. The audio outputs from such subsystem(s) 48 canbe provided for any number of purposes, including entertainment,education, pre-recorded voice prompts, and other information desirableobjectives, including providing responses and directions (text-to-speechoutputs) based on voice inputs. One or more displays 52 can be part ofthe human interface 40. The display or one of the displays 52 can be fornavigation purposes to present location-related information. The displayor displays 52 can also be used to depict requested vehicle deviceinformation. The media input 56 can include one or more subsystems thatenable desired media to be seen and/or heard within the vehicle, such asa hard disk as a storage medium, DVD and CD-ROM machines and a mapdatabase. Generally, the human interface 40 is part of the vehicle andhas one or more components and/or subsystems that are proprietary to thevehicle maker.

Like the communication resources, the human interface 40 has ahuman/machine interface services module 64 that is similar in manyrespects to the communication services module 32. The human/machineinterface services module 64 functions to support secure communicationson one or more of the vehicle buses, provides fault notification relatedto the human interface 40, can monitor and log resource usage associatedwith operator subsystems and components, polices usage rules associatedwith the human interface 40 and can also be involved with overseeing andmanaging tools involved with verifying proper usage ofcomponent/subsystems of the human interface 40.

A number of other subsystems can also be incorporated, eitherpermanently or removably, as part of the telematics secure system 20.The subsystems can be provided as part of the original vehicle equipmentor included later as vehicle add-ons. They can be proprietary ornon-proprietary resources. Proprietary interest(s) in such subsystemscan reside in the vehicle makers themselves or in other parties havingauthorized access to the vehicle. The subsystems can include a globalpositioning system (GPS) 70 that provides geographic or locationalinformation associated with the vehicle, one or more computers 74, andstorage memory 76. The computer or computers 74 can be portable andremovable from the vehicle or embedded with the vehicle for use byvehicle passengers. The computer(s) 74 can include a personal digitalassistant (PDA) a laptop or any other intelligent and/or processingunit. The computer(s) 74 can be used to send and receive communicationsrelative to the other resources of the system 20, as well ascommunications externally of the vehicle. The storage memory 76 cancontain proprietary data and/or program code that involves use of otherresources located within and/or outside of the vehicle. The storagememory 76 can also encompass one or more hard disks and/or removablememory, such as CD-ROMs.

The subsystems can also include an assertion repository 78 whichfunctions to store and retrieve signed or unsigned information that maybe generated by devices 88 within the vehicle or may be generated byentities involved with or supporting security measures within thevehicle or any other authorized third party. Such information cancomprise assertions that include information or statements related tocharacteristics associated with an entity involved with thecommunication, transaction and/or other activity being conducted, orsought to be conducted, using one or more vehicle resources. The contentof the assertion can be varied in other ways to provide enoughinformation to grant desired access and/or use, while preserving privacyof one or more users or involved parties. Relatedly, based on thecontent of a particular assertion, rights, obligations and/or abilitiesassociated with the communication, transaction and/or other can bedefined or described.

The assertion repository 78 may include a policy decision engine 82 anda database 90. The policy decision engine 82 is responsible for decidingwhich information of a plurality of stored information is to be releasedto a particular request. The factors that might be relied upon by thedecision engine 82 in making its determinations can include the identityof the requester, the information being requested and the existence ofan appropriate user's consent. One or more decisions may also be basedon information or results from communications with third parties. Thirdparties may also be utilized to obtain additional information forrelease. The decision engine 82 can also be configured to handlerequests to store additional information in the database 90 and makedecisions on whether or not to accept such additional information. Thesigned or unsigned information can be applicable to granting or denyingauthorization to use a particular service or product provider, i.e.target provider. The database 90 can store any number of signed orunsigned assertions related to allowing access in connection withobtaining a particular service or product, or information. Theseassertions are available for request by the policy decision engine 82,and the database 90 is configured to release this information only to orwith the authorization of the decision engine 82. The database can beimplemented using any number of data storage techniques such asrelational and/or object databases and including LDAP, XML, and SQL.Appropriate applications for the assertion repository 78 will bedescribed later herein in the context of discussions about uses of thesecure telematics system 20.

Additional resources found in the vehicle can include a vehicle gateway80. The vehicle gateway 80 conventionally communicates with one or morevehicle buses 84 to which one or more vehicle devices 88 are connectedor communicate with using electronic control units (ECUs) 86. Each ECU86 interfaces one or more of the digital buses 84 with a particularvehicle device 88 and each such ECU can be individually designated as 86a, 86 b, 86 c . . . The ECU 86 can include one more of a number ofdifferent control subsystems such as a body control, a chassis control,an engine control, a transmission control and a telematics control. Thebody control typically controls all interior equipment such as seats,HVAC, instrument cluster, power windows, power doors and other vehicledevices. The vehicle devices 88 can be separately identified as 88 a, 88b, 88 c . . . The vehicle buses 84 can be one or more digital buses andcan include known buses identified as MOST, IDB 1394, TTP, CAN, FlexRay,LIN, SAE J1708/1587, SAE J1939, SAE J1850, IS09141. The vehicle devices88 can include an engine monitor, an engine temperature sensor, apressure sensor, an inflator system for activating air bags and/orvehicular tension-producing devices (e.g., for tensioning seat belts).The vehicle gateway 80 controls access to and use of the vehicle buses84. Relatedly, by means of the vehicle gateway 80, commands can be senton one or more buses 84 to one or more selected devices 88 that areconnected to the particular bus or buses 84. The vehicle gateway 80 canalso have wireless communication interfaces, as well as directly receiveremote wireless input(s) by means of an antenna or the like. Suchinput(s) could be used to supply control signals to vehicle devices 88including those used in supporting the locking/unlocking of vehicledoors and remote vehicle engine starting.

In communication with the vehicle gateway 80 is a vehicle servicesmodule 92. Similar to the communication services module 32 and thehuman/machine interface services module 64, communications relative tothe vehicle gateway 80 pass through the vehicle services module 92 inorder to control access to vehicle gateway controlled vehicle buses 84and vehicle devices 88. The functions of the vehicle services module 92include supporting secure communications on one or more vehicle ortelematics buses 84, contributing to the enablement of intra-vehiclewireless communications (e.g. PAN, such as Bluetooth), arbitratingvehicle bus access for outgoing requests, providing fault notificationrelated to vehicle gateway operations, monitoring and logging usage ofthe vehicle gateway 80, vehicle buses 84 and/or vehicle devices 88,enforcing rules related to uses of such resources that communicate withthe vehicle gateway 80, and managing tools related to providingsecurity, such as access keys and certificates approving access.

With regard to enabling communications in a secure manner, the system 20preferably includes a common bus 96 with which a number of, if not all,communicable resources in the vehicle communicate. In this embodiment,the common bus 96 can link these resources to a security controller 100,which acts as a hub or switch through which communications pass relativeto the communicable resources. Although represented in FIG. 1 asseparate lines or connections to the security controller 100, it shouldbe appreciated that all such lines when linked together represent acommon bus. The common bus 96 can be based on one of a number ofavailable bus technologies including those that provide or implement thevehicle or digital buses 84. The common bus 96 could also be implementedusing wireless technologies.

The common bus 96 can be defined to include a physical layer and alogical layer. The physical communication layer of the common bus 96connects the different resources of the system 20 together. Vehiclemanufacturers would typically control the characteristics of such buses.The common bus 96 should have at least the following capabilities:sufficient bandwidth to support applications, an open architecture,standardized features, be widely supported, be multiported and havepeer-to-peer functionality available. The logical layer provides themanner by which resources on the common bus 96 communicate with eachother. The logical layer is configured so that different resources fromdifferent manufacturers can be properly linked to and communicate withthe bus. The logical layer can be comprised of several differentprotocols to enable communication between or among devices, services andapplication program interfaces (APIs) that facilitate requests forcertain services. Services may define their own APIs for communicationwith other devices. APIs that may be defined include: the securitycontroller 100 to establish secure connections between resources orbetween a resource and a hub; a communication services API enablingInternet and wireless communications for resources on the common bus 96;a vehicle gateway services API enabling status retrieval and controlservices for the vehicle; an API for the GPS 70 to enable transmissionsof position information; a display API for displaying information usingthe operator unit 40; registration related APIs to register resourcecapabilities; and broadcast related APIs for general dispersal ofinformation. Some APIs are already available, for example, AMI-C(Automotive Multi-Media Interface Collaboration) has a defined set ofprotocols for communication with the vehicle gateway 80. Securityprotocols associated with the system 20 are to be compatible with AMI-C,as well as other existing protocols.

The successful growth of telematics requires safeguards againstunauthorized requests to vehicle resources so as not to allow adverseimpacts on vehicle operations. Vehicle communications may be classifiedfrom those that entail essentially no risk to those having high risks,with different risk levels in between, such as low risk and medium risk.The degree of risk can be based on a number of factors includingsensitivity of information, privacy of information, and extent ofdetrimental effects that can occur when there is an unauthorizedcommunication. A risk can be assessed based on key factors that includethe resource or resources involved with the sending function and theresource or resources involved with the receiving function. A key riskfactor relates to the particular application involved with atransmission. Applications can include changing configurations ofvehicle devices or equipment; displaying vehicle status, upgradingfirmware in the vehicle, conducting vehicle diagnostics, downloading oneor more applications, downloading media information, downloadingadvertising, obtaining position information and updating or checkingsecurity assertions.

In one embodiment, the security controller 100 can include one or moresecure processors and a GPS receiver that is embedded or integral withthe secure processor. This combination can effect appropriate secureoperations, especially when it is desired to accurately associate GPSinformation with one or more particular security controller operations.Preferably, the security controller 100 is configured in the system 20as a central hub or switch through which all traffic involving resourcespasses. After a secure session has been established, the securitycontroller 100 need only be involved as necessary to monitor data orother information including one or more applications. The securitycontroller 100 can be implemented as a single chip. Representativeresponsibilities and functions of the security controller 100 are:

User authentication B the security controller 100 may be involved withstoring a number of log-ins and can acquire authentication informationin connection with conducting the log-ins. The security controller 100may trust an authentication service, entity or other resource that canmaintain a set of credentials for each log-in and inform the securitycontroller 100 regarding the identity of each log-in. In such a way, thesecurity controller 100 manages identities. For example, the log-inmight be performed when the ignition of the vehicle is activated and theauthentication services are provided by the owner of a taxi fleet. Asanother example, a smart card might perform the log-in using a centralhospital as an authentication service, which is trusted by the securitycontroller 100. The security controller 100 may store useridentification information in one or more of a number of forms includinga personal identification number (PIN) smart card, password or by meansof biometric information. This information can be passed to the securitycontroller 100 through one or more apparatuses or devices communicatingwith the communication services module 32, such as the cellular phone24, W-LAN subsystem 36 and/or the W-PAN subsystem 38 or, alternatively,through the human/machine interface services module 64 that can receivevehicle user identification information from the human interface 40.

Secure location and time B either as an integral unit or as astand-alone device with which it communicates, the security controller100 can communicate with a GPS receiver (e.g., GPS 70). This receiverprovides a secure source of location and time information. The GPSreceiver is configured to eliminate or minimize tampering with theinformation that it provides. This trusted time and location informationcan be used to check against any location restrictions that might applyto certain resources in the vehicle.

Security monitoring B the security controller 100 monitors common bus 96activity and vehicle bus 84 activity between or among resources toensure that the security conditions established during configuration orauthentication continue to be met over time. For example, if there werea time condition related to bus activity, the security controller 100could dynamically discontinue the secure channel connection after apredetermined time event.

Bus arbitration B the security controller 100 can provide arbitrationbetween high priority and low priority activity on one or more buseslocated in the vehicle. For example, when there is an emergency, thesecurity controller 100 might halt all low priority activity, such asdigital audio or video.

Application authentication (public key infrastructure) B the securitycontroller 100 contains a registry of digital credential informationassociated with registered resources. When an application requiressecure access to the common bus 96, it presents its credential, orcertificate indicative of such credential(s), to the security controller100. Generally, access to the common bus 96 is denied unless all trafficon the bus 96 is encrypted. The security controller 100 is responsiblefor ensuring security on the bus 96, while applications listen toencrypted traffic. The security controller 100 may reject an applicationrequesting access to the common bus 96 on a number of grounds, such asan invalid certificate authority signature, invalid or unknownproperties, time expiration or revocation of the certificate. If thecertificate is deemed authentic, the security controller 100 requeststhat the application prove that it is the principal of the credential bypresenting valid access information, such as performing a cryptographicoperation using the associated private key. Upon successful response,the security controller 100 can open a secure channel with theapplication for future transactions or transmissions. In the case ofInternet applications, laptop usage, PDA usage, or consumerapplications, each individual application is required to authenticatewith the security controller 100. A more detailed description of digitalcertificates will follow herein. A related embodiment for applicationauthentication involving a federated architecture will also bedescribed.

Multiple keys B the security controller 100 can also require more thanone key or other security tool to be able to access one or morefunctions. More than one factor or requirement may be necessary toauthenticate an application or a particular entity/user. For example,configuring the settings for a vehicle may require the physical presenceof a particular phone (first factor) as well as a particular PIN orpassword entered through the human interface 40 (second factor).Additional factors may include time, location information, biometricinformation from the operator or user (fingerprint, voice print, facialprint and the like) or third-party information, such as may be requiredover the Internet, before authentication of a user.

Multiple resources B the security controller 100 can enable multipleresources to participate or be associated with one application. Forexample, executing a navigation application might require authenticationof software running on a display of the operator unit 40, the vehiclegateway 80 and the GPS 70. Many other examples are feasible includingusing an application that requires GPS location and GPS time.

Multiple public key protocols and algorithms B the security controller100 may utilize or be aware of several public key infrastructure (PKI)protocols while a particular resource may have information about onlyone such protocol. This allows application providers to select from anumber of protocols and algorithms as are appropriate for theircommunications. However, a single algorithm can be chosen so that thereare proper communications once a secured channel has been established.

Carry-in device firewall B to support any interface to a computer 74that can be used in the vehicle, security firewall functions can bebuilt into the security controller 100. The firewall protects resourcesin the vehicle from invalid, unwanted or malformed requests.Applications running on such carry-in computers that require access toservices and information provided by the system 20 requirecertification. The security controller 100 handles authentication andkey exchange with such applications. If a particular application is notcertified, the security controller 100 can allow certain, predeterminedvehicle services to be made available to non-certified applications.

With reference to FIG. 2, another embodiment of a telematic securesystem 20-1 is illustrated. The security controller 100-1 is included inthe system 20-1 as another apparatus or resource on the common bus 96-1.According to this architecture, the security controller 100-1 performsall the security functions that are available in the embodiment ofFIG. 1. However, the security controller 100-1 does not serve as aswitch on the common bus 96-1, unlike the FIG. 1 embodiment. This can bea drawback to the effectiveness of the security controller 100-1 sinceits ability to isolate segments of the common bus 96-1 does not existinasmuch as it is no longer a switch or central hub through which allcommunications pass between and among resources on the common bus 96-1.However, multiple key authentication, location-based authentication andcertificate management can still be performed by the security controller100-1. In another embodiment, the security controller 100 may also bemerged with any one of the services modules, for example, thecommunication services module 32, the human/machine interface servicesmodule 64 and/or the vehicle services module 92. This configuration hasthe advantage of improving the authentication with the resource that itis merged with since no authentication is required as they constitutethe same resource. On the other hand, like the embodiment of FIG. 2, theability to isolate the common bus 96 is lost.

Main functions performed by the security controller 100 relate toauthorization for access to and use of the telematics secure system 20.To perform these functions, the security controller 100 can rely oncertain tools involving previously granted digital certificates or otherdigital security assertions or credentials. A certificate evidences agrant of properties or rights for accessing and using the system 20. Acertificate may apply to a resource, such as an application that is torun in the vehicle using one or more other resources or a proprietarysubsystem that is included with the vehicle and which may or may not beremovable, e.g., a subsystem that is an add-on to the vehicle by anentity different from the manufacturer of the vehicle. A certificate mayalso be made available that applies to an entity who has generallyestablished itself as meeting all requirements, including safety andsecurity requirements, for access to and use of resources with thevehicle. In the case of an entity being certified, the resources fromthis entity may be deemed acceptable for use with the vehicle in thecase in which the entity has a proven record of meeting requirements forresources available from it.

Generally, a digital certificate is presented to the security controller100. The certificate can apply to a resource such as an application. Thesecurity controller 100 determines whether the presenter (e.g., owner orlicensed user of the application) of the particular certificate has therights associated with the certificate. Once this verification orauthentication scheme is satisfied, a secure channel of communicationmay be established for the application. The secure channel can includeuse of adequate encryption.

The certification process involves a number of procedures and tools. Animportant part is establishing or identifying a certificate authority(CA) that provide certificates for use in the secure telematics system20. The CA is responsible for issuing certificates to approved resourcesfor use in the vehicle and/or entities that provide such resources. TheCA can revoke the rights of previously authorized resources and/orentities when certain violations or breaches are determined. The CA isinvolved with the following, at least some of which will be the subjectof later explanation: the security of certificate authority privatesignature keys; the security of a public key list; the ability to verifythat a certificate presenter possesses the associated private key; theability to assign reasonable properties with each certificate; theability to automate responses to requests in order to satisfy a largenumber of certificate requests; and the ability to designate another orsecondary CA that is authorized to provide certificate authorityfunctionality instead of the primary CA and which ability can be used tolower bandwidth requirements on the primary CA. The CA can include oneor more of a number of entities including one or more vehiclemanufacturers, application developers, service providers andrepresentatives thereof, as well as one or more third parties that areindependent of vehicle manufacturers and vehicle resource suppliersand/or developers.

Procedures and processes associated with certification are nextdiscussed, particularly in the context of a certificate or othersecurity credentials or assertions being provided for one or moreapplications that are intended to be executed within the securetelematics system 20, although it should be appreciated that suchprocesses and procedures can be adapted to apply to other resources andentities associated with such resources. The main certificationprocesses include: the CA being initialized with one or more CAsignature keys; the CA issuing a set of keys to an application developerthat allows such applications to make certificate requests; creating acertificate request by the application and delivering it to the CA; andthe CA granting the certificate request and returning it to theapplication.

With regard to the CA signature key(s) creation process, the CA has asignature key or set of signature keys that are used to signcertificates. The CA signature key generation process is performed onceand the key or keys are stored in a physically secure manner. Thesignature key creation can include the CA creating a CA signature publickey (CASPK) and CA signature private key (CASRK) key pair. After itscreation, the CA stores the CASRK in a secure manner. The CASPK isdelivered by the CA to the security controller 100 where it can be usedto verify signatures of certificates that are submitted to it. MultipleCA signature key pairs can be generated which allow a diversity ofsignatures on certificates. In such a case, a list public keys isembedded with the security controller 100 for verification and a CAsignature key index is added to the certificate.

Next regarding enablement of the generation of certificate requests,certain security tools or information are provided to the developer ofthe application that is to be a resource for the vehicle. However,before providing such access tools or other information to thedeveloper, the particular application is first approved. In oneembodiment, the approval procedures are conducted by an entity differentfrom the CA. This different entity may be termed an applicationverification authority (AVA). Alternatively, the CA is also responsiblefor application verification or approval. Regardless of the identity ofthe entity or entities, it is authorized and responsible for ensuringthat applications entering into the system 20 are safe, secure andoperate within predetermined guidelines. The approval of the AVA,whether it is the CA or another entity(ies), is obtained before the CAcan issue a certificate for the application. Approval from thisauthorized authority can require the following main processes:submission of the application to the AVA by the application developer;auditing of the application developer security practices by the AVA;testing the application by the AVA in a number of environments involvingthe system 20 for behavioral and safety determinations; providingwritten notification to the application developer by the AVA whencorrections are required before approval can be granted; and uponpassing AVA verification, the CA is notified of application approval, inthe case in which the AVA is different from the CA.

With respect to the application submittal process, an applicationdeveloper is required to request that its application be allowed toenter the secure telematics system 20. The request requires submittal ofthe application accompanied with written documentation that can comprisethe following: a mutual non-disclosure agreement, a copy of theapplication, a complete description of the application, one or morereasons for the application to be part of the system 20, the set ofproperties and/or rights that the application requires to perform itsfunction(s) and a description of the security infrastructure used toprotect one or more private keys.

Regarding the application approval process, the AVA performs a securityaudit before granting the application developer the ability to enter thesystem 20 and which audit can include: visiting the applicationdevelopment site by the AVA to make sure that proper securityprecautions and procedures are in place including to ensure that theprotection of keys at the development site and/or at the manufacturingsite is sufficient; reviewing the security firmware or other software bythe AVA that is related to the protection of one or more keys; andtesting of the application in a number of secure telematics systemenvironments to make sure that the application does not jeopardizesafety within the vehicle and that the application is sufficientlybehaved within the system 20.

Also with respect to approval, certain relevant factors are consideredand/or noted. First, approval of one version of an application does notautomatically grant approval to one or more later versions. Secondly,any application that has received a certificate may be subject totampering. Members of the hacker community may try to modify theapplication to make it perform in unexpected or undesirable ways. One ormore members of the developer community may modify their ownapplications after obtaining a valid certificate. The modification maytake the application outside the original specifications or result insecurity flaws that expose the application to unwanted hacking orattacks. To enforce compliance, the AVA can compute a secure hash ofportions of the application and provide that hash to the CA forincorporation into the certificate. Once deployed in the field, theapplication is required to submit the same portions of itself to thesecurity controller 100. As part of authentication, the securitycontroller 100 computes the same secure hash and verifies that itmatches the value or properties within the certificate.

The application approval process can also entail adherence to guidelinesfor application developers and guidelines for applications, togetherwith implementation considerations. In that regard, developers ofapplications may be required to provide for the physical security ofkeys within their development facilities and manufacturing facilities.For example, gaining physical access to such keys might require aminimum of two persons present at all times. Application developers areto be cognizant of the kinds of attacks that the application may besubjected including communication channel tapping, entity spoofing,denial of service attacks (e.g., network overloading), software orfirmware emulation and diagnostic back doors. Application developers maybe required to partition the application into modules that fall withinthe jurisdiction of the verification authority and those that falloutside the jurisdiction of the verification authority. A clearpartitioning allows the developer more abilities to revise modules thatfall outside the jurisdiction of the verification authority versioncontrol mechanisms. Developers of applications can be required toimplement a secure download procedure for field updates since a secureddownload procedure prevents unwanted applications from entering into thesecure telematics system 20.

Guidelines for applications can include being sensitive to or highlycompatible with the vehicle environment. For example, an application mayonly be appropriate when the car is not moving and be inappropriate whenthe car is moving as there may be some distraction to the driver. Eachapplication is required to protect its key or keys such as by means ofhardware protection, key obfuscation and encryption techniques. Eachapplication may be required to be aware of priority schema within thesystem 20. Some applications may be considered low priority and can beterminated by high priority applications.

Regarding application implementation factors, the verification authoritycan be responsible for behavioral auditing, security auditing and safetyauditing. The verification authority might rely on software and hardwaretools to conduct verification or auditing procedures intended to meetthese objectives.

Once the developer is determined to have met the requirements of theverification authority, the process related to generating one or morecertificate requests can continue. In particular, the CA creates acertificate request public key (CRPK) and a certificate request privatekey (CRRK) pair. Concomitantly the CA assigns the key pair a certificaterequest identifier (CRID). After generation of the key pair and theidentifier, the CA delivers the CRID and the CRRK to the developerthrough secure procedures, paths or means. Such security may involvedelivery in person, or through a separate secure channel establishedduring an on-site visit. The CA also creates a new entry in a localdatabase that can be labeled certificate request public key list(CRPKL). The new entry is linked to the developer's CRID for futureaccess capability. The unique identifier may be the next available indexto the CRPKL or it may be a globally unique identifier (GUID) or anyother unique value that may be used to look up the associated CRPK. Thenew entry can include the following information:

(a) the CRPK associated with the application;

(b) the properties of the certificate to be granted. A property rangemay be entered which limits the range of requested property values,rights and/or obligations that may be issued by the CA. These propertiesbecome part of the certificate when a certificate is granted for theparticular application; and/or

(c) any additional rules associated with the granting of thecertificate(s) for the application. These can include a maximum numberof certificates to be granted, a limited time period in which to grantcertificates and a requirement that a financial transaction be confirmed(e.g., compensation or fee to be paid) prior to issuing the certificate.

Such information can also include a secure hash of the application. Thesecure hash involves the reduction of a large amount of data to a smallnumber of bits in such a way that it is mathematically extremelyburdensome to revert to the large amount of data without authorization.A secure hash value may be encrypted using a secure session key in orderto create a “message authentication code.”

As previously noted, the certificate to be granted has a number ofproperties or rights. The properties in a certificate may include anyamount of information: a unique identifier for the owner of thecertificate; the priority level assigned to the application where ahigher priority application receives bandwidth allocation before a lowerpriority application; expiration date and time of the certificate;geographic location where the certificate is valid; wireless LAN “hotspot” identifier where the certificate is valid; other resources thatare part of the system 20 that the application needs to communicate withto function correctly (the security controller 100 uses this informationto open a common secure channel with all resources required for anapplication to run correctly); APIs that the application is allowed touse whereby restricting access to certain APIs reduces the security riskof some certificates, e.g., a certificate that only grants access tocommands that read the state of vehicle information involves a lowerrisk than a certificate that grants access to commands that controlvehicle services to perform one or more functions; and/or additionalauthentication that may take the form of user confirmation procedure, orexternal third-party authentication procedures.

Once an application developer has been granted the right to utilize thesystem 20 by means, for example, of receiving a CRRK, it may obtain acertificate by issuing an application certificate request to the CA. Thecertificate request process varies depending on the type of applicationthat is receiving the certificate, where the application receives itscertificate and how the application is distributed. Applications mayrequest certificates that involve the following:

an application embedded within an electronics subsystem may request acertificate from the CA during its manufacturing process so that theapplication ships in a state that is acceptable for use within thesecure telematics system 20.

an application that is to be distributed through a hard medium (e.g.CD-ROM or DVD) undergoes a single certificate request process that ismanaged by the application developer. As part of its distribution, thecertificate and one or more keys are embedded into the application.

an application may be distributed through a WAN, LAN, or PAN network.The application developer can choose to obtain certificates for theapplication dynamically at download or perform a one-time certificaterequest similar to a hard medium distributed application.

an application may request a new certificate while running in theend-user environment. The application may require a new or updatedcertificate to gain access to the system 20. This ability allows anapplication to be enabled by the user in the field by obtaining a new orupdated certificate, which may include payment of a fee.

Regardless of whether the application or the application developer isrequesting a certificate, fundamental steps can be implemented that areapplicable for virtually all applications including those justidentified and which include the application creating a certificatepublic key (CPK) and a certificate private key (CRK) key pair; theapplication securely storing the CRK into non-volatile memory; theapplication creating a certificate request that includes the followingcomponents: the CRID that identifies the requestor to the CA, the CPKthat is the application's public key, other certificate properties thatare required, and a certificate request signature (CRS) that is createdby digitally signing all the above-noted information using the CRRK asthe key, with the CRS being used to authenticate the requester to theCA; and the application delivering the request to the CA and whichrequest does not necessarily require a secure channel for transmission.

With respect to the certificate creation, the CA retrieves the CRPKproperties, rules and secure hash from the database using the suppliedCRID as a lookup parameter. The CA also validates the CRS using theCRPK. The CA verifies that none of the rules associated with the CRIDhave failed. For example, the CA verifies that the time period in whichthe CA grants certificates has not expired. Further, the CA verifiesthat the requested properties are within the scope of the propertiesagreed upon during the request to enter into the secure telematicssystem 20. An application may be unable to ask for a certificate over acertain expiration time. The CA creates the certificate including theproperties in secure hash, as well as digitally signing it with a CAsignature private key (CASRK). After the foregoing are implemented, theCA returns the completed certificate to the requester, which return maybe conducted across an insecure channel. After receipt, the applicationis expected to verify that the public key in the certificate matches theCPK that was originally part of the certificate request and verify theauthenticity of the certificate by verifying the CA signature.

With receipt of the certificate, the application can gain access to thesecure telematics system 20. Generally, this includes interaction withthe security controller 100. In particular, the certified applicationsends a service request with the certificate to the secure controller100. The secure controller 100 can return a challenge request to theapplication that includes a random number encrypted with a public key.The application decrypts the random number using its local private key.The application sends back to the controller 100 a random numberresponse. If the random number received by the controller 100 inresponse from the application matches the number encrypted for challengethen the service request is granted. Once granted, the controller 100sends an indication of a service or session to be initiated to theapplication.

Certificates usually last until the expiration date. However, there canbe predetermined conditions under which a certificate is revoked. By wayof example, an application that has been compromised, such as where itsprivate key has been exposed, may be required to be revoked. The CA canmaintain a certificate revocation list (CRL) that can be embedded withinthe security controller 100. The security controller 100 consults theCRL during its authentication process to ensure that the application hasnot been revoked. Updating the CRL may be supported by including arequirement for additional third-party authentication within thecertificate itself

Certificate creation might utilize currently available tool kits thatprovide security code that can be required for the applicationdeveloper. These tool kits can include RSA's Cert-C and Certicom'sTrustPoint.

Generated certificates can have other uses including the tracking offees, payments, royalties or other compensation requirements. In caseswhere proprietary resources are to be accessed within the system 20, theissuance of the digital certificates may be used to indicate that such aproprietary resource is to be accessed and/or used. Each time acertificate is created for an application, an entry is made into thecertificate database. The database may be queried to retrieve the numberof certificates issued that allow access to proprietary resources and apreviously determined fee or royalty may be levied in conjunction withsuch access or use.

The secure telematics system 20 enables secure applications to be usedin a safe manner with one or more other resources associated with thevehicle. Additionally, incentives are provided to owners or others whohave proprietary interest in resources to make available theirproprietary resources to control the access in use. The proprietaryresources, in contrast to non-proprietary resources, are resources inwhich one or more entities has a legally protectable proprietaryinterest in the resource. The legally protectable proprietary interestcan be based on one or more legally recognized intellectual propertiesincluding patents, trade secrets, copyrights and contract-based rights.Resource usage and expansion thereof, particularly use of proprietaryresources, is fostered by establishment of relationships with entitiesthat can be involved with the telematics secure system 20. Theseentities can include vehicle makers, communication device vendors,communication services providers, proprietary subsystem suppliers,application developers and vehicle users. Establishment of relationshipscan include the definition and acceptance of conditions by the entities.Conditions, such as rights and obligations, can be different fordifferent entities or groups of entities. These conditions might includesufficient descriptions or identifications of the resources that can beused; compensation-related factors associated with usage; duration ofuse; specific definitions or limits of use that can be made ofproprietary resources; geographic limitations that define locationswithin which use can be made; remedies for non-compliance with one ormore conditions; and other relevant requirements including obtainingcertification as previously discussed including approval of proprietaryresources, such as applications, by a designated authority.

With the proper establishment of relationships in place, together withacceptable security, various uses and/or applications of the telematicssecure system 20 can be identified and advanced. For example, a vendorof after market audio equipment may desire access to proprietary and/ornon-proprietary resources in the vehicle in order to interface thevehicle radio to controls and displays associated with the operator orhead unit 40. The add-in radio maker may also desire access to thevehicle audio system and hands-free features, such as hands-freecellular telephone usage, that are already contained in or embedded withthe vehicle, including voice recognition. Further, access to a vehiclePDA interface may be desirable to allow upload and/or download ofpersonal or other desired data. Such resources can be made available tothe after market supplier based on approval of the radio application andobtaining a digital certificate that works with the security controller100. In this case, the vehicle maker, as an entity having one or moreproprietary interests in one or more proprietary resources associatedwith the vehicle, can establish a relationship with such a vendorutilizing appropriate conditions including conditions that provideincentives to the vehicle maker, e.g., revenue to be received for suchaccess and use that might be in the form of a one-time fixed payment, bysubscription and/or when the vehicle is resold.

Numerous other applications can be identified or described that mightinvolve applicable resources to be used with other resources associatedwith the vehicle. There can be many general application areas includingrelated to security, multi-user, geographical, regulatory, communicationand commerce. One or more applications may fall into more than one ofthese groups or categories and other applications may not be clearlydelineated into one or more of them. Some representative applicationsare next described.

Vehicle configuration B the cellular phone 24 is available to sendconfiguration information into the vehicle. This configurationinformation may include driver identification, seat position, mirrorpositions, radio station pre-sets and use of other subsystems or deviceslocated in the vehicle. Upon receiving the information, these can beadjusted under commands from the telematics control unit 80 or othervehicle-resident computing devices. Such an application may require thefollowing steps:

1) The cellular telephone 24 is placed in a cradle with power on.

2) Operator identification is entered, such as a “PIN”, biometric, smartcard, voice command and the like.

3) The cellular telephone 24 receives this information and the vehicleconfiguration application is initiated.

4) The security controller 100 authenticates the configurationapplication using, for example, appropriate key exchanges.

5) After successful authentication, the security controller enables orauthenticates a communication channel with the gateway to theappropriate bus, vehicle bus or buses 84, which can be the vehiclegateway 80, if a secure session is not already in progress.

6) The security controller 100 chooses a common encrypted session keyand distributes it to the cellular phone 24 and the vehicle gateway 80.

7) The vehicle configuration commands are sent from the cellular phone24 to the vehicle gateway 80 via the secure, encrypted channel.

8) The vehicle gateway 80 may verify, when desirable or appropriate,that configuration adjustments are to be performed only when the vehicleis stationary.

9) As part of the overall access and use involving the configurationapplication, a user acknowledgment might be required before any suchadjustments are implemented.

Another representative example of an application can involve theactivation of an inflator system, such as an air bag in the vehicle,which triggers a notification that is sent to a designated entity orauthority. Relevant steps for this application include:

1) During system initialization, a secure alarm channel is establishedinvolving the GPS 70, the vehicle gateway 80, the security controller100, and the communication services module 32 for use during anemergency.

2) When a sufficient vehicle impact is detected, an air bag of theinflator system is activated or deployed.

3) The vehicle gateway 80 receives one or more air bag related alarmsfrom this vehicle device, which may occur across an embedded vehicle bus84 when the inflator system is connected thereto.

4) The security controller 100 receives the alarm by way of a secureconnection.

5) The security controller 100 obtains GPS information from the GPS 70and delivers it to the communication services module 32. Thecommunication services module 32 initiates communications to notify theremote designated entity or authority of the vehicle using the cellulartelephone 24 or other communications subsystems, such as the W-LAN andW-PAN subsystems 36, 38.

A navigation application involving a subscription service can also beimplemented. By way of example, a vehicle can be sold with a GPS and anavigation application built into the human interface 40. For theapplication to continue to work, the subscription must be renewed. Areal time certificate is obtained from the certificate authority bycreating a certificate request that is validated based on a verifiablefinancial transaction. Certain steps are next described related to thisapplication:

1) The vehicle user is notified that the navigation subscription isabout to expire and is offered the opportunity to continue the servicefor another term, such as one year of service.

2) The user accepts the offer by entering electronic paymentinformation, such as a credit card number. Secondary user authenticationmay be required to ensure that the user is allowed to make thetransaction, i.e., the user is the owner of the vehicle.

3) The application requests a secure channel with the financialinstitution through the communications services module 32. The securitycontroller 100 enables this transaction by opening a common securechannel between the application and with the financial institutionthrough the communication services module 32.

4) The application and financial service communicate through the securechannel to charge the user's account.

5) The financial service responds with a confirmation number for thecharge.

6) The application creates a certificate request to the certificateauthority including the confirmation number of the charge as a receiptof the financial transaction.

7) The application sends the certificate request to the CA, which doesnot require a secure channel.

8) The CA receives the request, verifies with the financial institutionthat the charge occurred and issues a one year certificate for theapplication.

9) The application presents the new certificate to the securitycontroller 100 to enable access by the application to the GPS 70.

10) The CA distributes the subscription notification to the vehiclemaker and application developer for possible fees that might be dueincluding royalties.

The secure telematics system is also involved with certificate-relatedprocedures including assertion repository updates and certificaterevocation lists that may involve the following:

1) The system 20 receives notification that an update to a certificateis available. This notification can be received via a wireless link orwired connection such as involving a vehicle or digital bus.

2) The vehicle user can be notified that the update is available and mayacknowledge and/or approve the upload of the update.

3) The source of the software or the certificate is authenticated by thesecurity controller 100.

4) The upload might be constrained by location such that it occurs onlywhen the vehicle is located within a certain geographic region. In sucha case, the certificate presented for the application to be uploadedcontains the identification of the required geographic region.

5) The upload can also be constrained by time whereby uploads are onlyallowed within a certain period of time.

6) A secure session involving an encrypted communication is set upbetween the certificate source and the security controller 100.

7) The update is loaded into the security controller, which may be a newcertificate and/or a certificate revocation list.

8) The security controller 100 authenticates the certificate and/or CRLby means of a digital signature.

9) Optionally, a third party might be consulted to verify authenticity.

10) The security controller 100 stores the new certificate and/or CRL inits non-volatile memory.

Similar procedures or steps can be utilized for an application update.Updates may also be requested by the security controller 100 for expiredcertificates. Certificates may expire after a predetermined date, whichcan be useful for subscription-based services. In such cases, a securetime source is necessary, such as the embedded GPS 70. Wirelesscommunication network clock verifications at local hot spots might alsobe utilized.

Further applications are next described according to groups orcategories. The following relate to security applications:

Secure VIN for warranty and quality control B the vehicle maker uses thesecurity controller 100 to ensure that the integrity of storedinformation related to warranty and quality assurance has not beencompromised. An activation log could be included that documentsautomatic collision notification being sent to a designated entity orauthority. The secure VIN certificate/key can be loaded at the vehiclemaker's plant.

Access to car information for vehicle user application B the car makercan use the security controller to grant access to vehicle information,driver information and vehicle control only to the authorized owner.Essentially this can be the secure key to the vehicle for the owner orother authorized user. One example might be to unlock vehicle doorsusing a cell phone or PDA.

Secure access for diagnostic tools B the vehicle maker can use thesecurity controller 100 to grant access to diagnostics information andvehicle configuration only to authorized dealers with authorized tools.

Access for service provider applications B the vehicle maker can use thesecurity controller 100 to grant access to vehicle information, driverinformation and vehicle control to authorized service providers withauthorized tools.

Access to user interface resources B the vehicle maker can use thesecurity controller 100 to grant access to the vehicle user interfacesonly to authorized applications and devices. The vehicle maker may limitthe risk for accidents due to driver distraction, e.g., allowing a cellphone to be controlled by steering wheel buttons or built in voicerecognition.

Secure fleet vehicle status B a fleet operator can use the securitycontroller 100 to control access to each vehicle and load status datafor its fleet. This information can be securely stored in the vehiclememory 76 and only accessed by authorized entities.

Secure position data for fleet management B the fleet operator can usethe security controller 100 to control access to position data of itsfleet. The position information can be securely stored in the vehiclememory 76 and only accessed by authorized entities.

Protection of position data B the car owner or other authorized user canuse the security controller 100 to control access to position data ofthe owners vehicle. The position information can be securely stored inthe vehicle memory and only accessed by authorized entities.

Vehicle tracking and security B internal GPS assets, vehicle bus accessand vehicle telecommunications can offer many levels of vehicle safetyand security such as being aware of the current location of hazardousmaterials being transported by trucking companies.

The telematics secure system 20 is adaptable for multi-user applicationsincluding:

A number of authorized vehicle users-resources associated with thesystem 20 can be specially and uniquely configured for each authorizeduser of the same vehicle, for example, in providing communicationoptions such as: filtering of “hot spots” for each user based on theparticular user's special interests; limiting or presetting vehiclecontrols for each family member, valet or authorized vehicle operator;and subscriptions associated with particular user authentication.

Rental car customization B the rental vehicle user can interact with therented vehicle in order to use a personal cell phone and/or upload apersonal directory for radio station preferences.

The telematics secure system 20 can be accessed for geographical and/orregulatory applications which might include:

Traffic information subscription B various levels of traffic maps,warnings and special routings can be displayed using a navigationdisplay screen that might be part of the operator unit 40.

Vehicle pollution control B the system 20 might be accessed to modify oradjust controls in the vehicle in order to reduce emissions or switchthe vehicle to electric power.

Current road conditions B advanced warning of upcoming road constructionor major accidents can be provided using a wireless link warning stationthat can broadcast the relevant information at a distance from theconstruction or accident. The vehicle user or driver can be warned usinga display or audio information by means of the human interface 40.

Weather conditions B advanced warning of weather hazards, such as fog,ice and/or snow can be provided using the system 20 so that the vehicledriver has sufficient time to take appropriate action including thepossibility of changing to a different route.

Border crossing and inspection B governmental entities may use thesecurity controller 100 to control access to vehicle data related toborder crossings and weight inspection. Such information can be securelystored in the vehicle memory 76 and only accessed by authorizedentities.

Smog testing B governmental entities may use the security controller 100to control access to vehicle data related to smog tests. Suchinformation can be securely stored in the vehicle memory and onlyaccessed by authorized entities.

Another category of applications generally relates to communicationswhere the vehicle can be considered a client that receives desired orrequested information using wireless LAN network technologies or otherprotocols. Information to be communicated by downloads to the vehiclemight include: music (such as MP-3 or WMA formats); address bookentries; navigation system updates and personal navigation maps;document synchronization and updates; synchronization with the car PDA;updating online game status; updating and modifying vehicle permissionsfor authorized users; firewall permissions to control e-commerceapplications for a particular user; driver validations and supportinggroup chats. A more specific example of a music download might involvean association with a particular geographic region. For example, basedon location awareness of a vehicle entering Yellowstone Park, a specialoffer might be downloaded to the driver and passengers of the vehicle inthe form of music that was compiled to enjoy as they travel through thepark. Such a special music offering could be made using the securetelematics system 20 via a wireless communication network broadband linkor the like to the vehicle occupants. After acceptance of the offeringrelated to the special music, a fee associated with acceptance can bepaid using the digital funds resource 78. After this occurs, the musicis downloaded in an acceptable format to the operator unit 40 forsubsequent playing.

Some e-commerce applications of the telematics secure system 20 are nextdescribed.

Vehicle as a service provider B with the vehicle having an assertionrepository 78 that can be securely accessed by authorized entities, thevehicle can be a source of services that are paid for by transactionsusing the assertion repository 78. Such services might include thoserelated to leasing, financing, repair and/or maintaining the vehicle.Such services may be basic navigation services and/or premiums for suchservices. The vehicle maker may be able to exercise appropriate controlsover the vehicle when proper payments are not made (e.g., discontinueservices, regulate vehicle usage). Additionally, the vehicle might haveconfigured devices, subsystems and components that have activatablefeatures provided that certain conditions including payments are met.These features might include making available extra engine horsepowerfor a certain period of time. Relatedly, vehicles that have theassertion repository 78 may require further validation related toentities or individuals that can use the assertion repository 78.Various biometric devices, such as a retina scanner, fingerprintverification or the like might be used to validate access to thisresource.

Control access to consumer electronics devices B the maker of suchdevice uses the security controller 100 to grant access only toauthorized users. This may be a secure key to unlock premium features ofa cellular phone or a PDA when located in the vehicle.

Toll payments B governmental entities may use the security controller100 to control access to the assertion repository 78 for use in makingtoll and parking payments. Public and private transportation companiescan also take advantage of the system 20. A WiFi link to an outside tollgate might communicate with the fare meter of a cab in determining thecombination of trip distance fare as well as trip related toll costs.Additionally, the system 20 might send an electronic receipt to the cabpassenger's PDA having WiFi capability.

Third-party services and promotions B the vehicle driver and anypassenger can receive communications related to products and servicesthat might be available including from business establishments that arewithin a predetermined distance or range of the vehicle. Thesesubscription services and promotions can relate to digital coupons forgas station purchases, hot spot Internet privileges, menus ofrestaurants and their promotions, and communication offerings, such asfree voice over IP long distance.

Multi-media downloads B music and video can be downloaded bysubscription that is based on individual subscriber identification,which can be correlated with the driver and one or more passengers inthe vehicle.

It should be understood that many other applications are possible andthe foregoing applications are intended to be representative thereof.The telematics secure system 20 establishes the environment for numerousand diverse applications that might only be limited by the relationshipsthat can be established and the resources that can be identified ordevised for use with or for executing one or more of such applications.

The security controller 100 can also be configured as part of afederated architecture in which access to and use of resources is alsobased on one or more assertions or credentials, and/or set(s) thereof,provided by federation members. In this embodiment, the securitycontroller 100 acts as a proxy or trust arbiter in authorizing andauthenticating access requests to vehicle resources. In connection withauthorizing and authenticating access requests, the security controller100 can evaluate complex sets of assertions or security credentials thatare provided by an entity or requestor. Based on the credentials, thesecurity controller 100 can determine whether access should be grantedor denied. An assertion is a signed bundle of information that isasserted to be true by a trusted principal. An assertion may only havemeaning or be relevant to certain parties. Assertions can be categorizedaccording to different levels or classes that are associated withconcomitant rights, privileges and/or obligations. For example, theassertions can include identifiers or other information that associatethe requesting entity with a particular class of service providers, suchas vehicle maintenance members, transportation providers, vehicle fuelproviders, and highway toll entities.

The security controller 100 can also be involved with assertions orsecurity credentials on its own behalf or on behalf of other resourcesin the vehicle. Certain examples can include providing credentials thatauthorize release of vehicle location information and which need notinclude releasing the user or vehicle identity. The security controller100 as part of a vehicle can operate in a federated security environmentin which the member entities of the federation agree on the format andcontent of an assertion, such as security credentials or attributes.They also accept the protocol for exchanging these credentials. Thesecurity controller 100 can implement the protocols on its own behalfand on behalf of vehicle resources under its domain.

More specifically, the security controller 100 is able to issuecertificates to resources in the vehicle using a signing certificateissued by a broadly recognized root CA. At the same time, the securitycontroller 100 is able to understand embedded assertions aboutauthentication and authorization in connected resources. The PKI modelis still supported, as the PKC's issued to those resources areconsidered a subclass of the types of assertions that may be utilized bythe security controller 100.

In one embodiment, when a new resource (e.g. device) is connected, itcontacts the security controller 100, or vice versa, and a newcertificate is requested. The decision whether or not to issue thecertificate to that resource in that name is made by the securitycontroller 100. This decision is based on the location of the resource(e.g. connected to one or more vehicle buses), input from the user (e.g.which would be asked, “Is the resource you just connected Radio 407 bbuilt by Acme Co.?”, and could later be asked what to allow the radio todo), pre-embedded assertions in the resource that the securitycontroller 100 can verify with the issuers, as well as other appropriateinformation. Using all these inputs, an intelligent decision with themaximum available information is made whether to grant the certificate.

Identity certificates should always be issued, but that authorizationprivilege associated with these certificates should be carefullypartitioned. This is where the control and the business model can beelaborated. The security controller 100 decides based on certaininformation whether or not to grant certain permissions forunintelligent applications. For intelligent applications, it can act asthe domain controller, allowing those clever resources to potentiallydecide authorization on their own in whatever fashion desired. Eitherway, the security controller 100 is a necessary component and there areseveral hooks in the allocation of permissions to various resources toutilize other resources where billing systems can be attached.

Making the security controller 100 able to issue its own certificates toresources in the vehicle greatly lessens the exposure of all theresources involved since new certificates can be easily and locallyissued. If the issuer of the security controller's certificate iscompromised, new certificates only have to be issued for the securitycontroller(s) it signed for. Additionally, permissions and identitiescan be handled in a federated way: the radio manufacturer can bundleauthorization assertions inside the radio which the security controller100 can verify with the manufacturer and decide whether to trust.

With reference to FIG. 3, a general description is next provided relatedto an application and operations in which the vehicle, under control ofthe security controller 100, is part of such a federation. The securitycontroller 100 communicates with an origin or requesting application anda target provider, which can be a target service provider, a targetproduct provider or other provider. Generally, the requestingapplication seeks to utilize the target provider for a particularfunction or activity. In connection with determining whether access bythe origin application is to be granted, certain procedures are followedto ascertain whether or not the origin application is authenticated andhas the authority to execute its application. Major steps for theseprocedures include:

1. The origin application contacts the target provider requesting someproduct, service, resource or other information.

2. The target provider sends the origin application a signed assertionwith the name of the target provider and the information needed to allowaccess by the origin application.

3. The origin application contacts the security controller 100 torequest a new assertion related to authorization by the originapplication to use the target provider.

4. The security controller 100 and the origin application mutuallyauthenticate using an established protocol, e.g. a secure sockets layer(SSL) for IP networking

5. The origin application presents the assertion that it receives fromthe target provider to the security controller 100.

6. The security controller utilizes the assertion that it receives fromthe origin application to generate a new assertion for the originapplication. This new assertion may include information about the originapplication. Alternatively, the information may simply be related to anapproval with reference to the original target provider assertion inorder to maintain a high level of privacy related to the identity of oneor more parties involved with executing the origin application.

7. The origin application presents this temporary assertion to thetarget provider, which may include an accompanying handle or otheridentifier.

8. The target provider verifies the temporary assertion by usinginformation and checking it against the public key of the securitycontroller 100. Alternatively or additionally, the target provider couldcheck directly with the security controller 100 in connection withperforming this verification. As part of this direct communication,additional information could be given to the target provider by thesecurity controller 100.

9. Based on the information in the temporary assertion that it receives,the target provider grants or denies access to the origin application,which may involve one or more resources under the control of the targetprovider and/or services/products available through the target provider.

Referring to FIG. 4, a more specific use of a federated architecture,particularly related to maintaining desired privacy, is described.According to this example, vehicle resources are used to pay for aproduct purchased by the vehicle user and, more particularly, to pay forfood from a fast or quick food vendor. Entities that are part of thefederation to provide a secure transaction involving this productpurchase include a vendor, a financial institution (e.g., bank) and thevehicle itself through the security controller 100 and the assertionrepository 78, together with the vehicle user who is involved withauthorizing the payment. This transaction example includes the followingsteps:

1. The vehicle user or consumer places an order with the vendor, whorequests payment.

2. The security controller 100 receives the payment request and canquery the policy decision engine 82 related to payment information. Thedecision engine 82 can access the database 90 or other appropriateassertion or credential repository 94 in order to receive necessaryverified or signed assertions based on the queries submitted by thesecurity controller 100.

3. The decision engine 82 may provide the vehicle user with the paymentamount and choices for making the payment, for example, using the humaninterface 40. Since no trust relationship exists between the vendor andthe security controller 100, the payment amount and recipient areunsecured and untrusted. To establish the security and trust, thefinancial institution or bank is employed.

4. The decision engine 82 selects a bank account to debit for thepurchase based on the user input.

5. Next, the decision engine 82 finds the bank account and connectioninformation in the credential repository 94. Although the credentialrepository 94 is indicated as being part of the assertion repository 78,it can be located remotely of the vehicle and an authentication andauthorization process would be required to obtain the necessaryinformation from any such remote repository.

6. In one embodiment or optionally, security and anonymity can beenhanced by the decision engine 82, with the assistance and control ofthe security controller 100, communicating with the bank and obtain atemporary pseudonym to identify the transaction rather than utilizing apre-established, persistent identifier.

7. Regardless of its location, the credential repository 94 returns tothe decision engine 82 the name of the bank and the identifierassociated with the transaction. In the case in which the credentialrepository 94 is remote relative to the vehicle, the decision engine 82might access it using a wireless session by means of the securitycontroller 100.

8. Next, the decision engine 82 provides the security controller 100with the payment credentials that can include the bank name and thetransaction identifier.

9. After obtaining them, the security controller 100 sends the paymentcredentials to the vendor.

10. The vendor authenticates and authorizes with the bank.

11. The vendor sends the bank payment credentials.

12. The bank authenticates and authorizes with the security controller100.

13. The bank presents a payment request to the security controller 100.

14. The security controller 100 presents the payment request to thevehicle user.

15. The vehicle user accepts the payment request.

16. The security controller 100 indicates authorization of payment andsends it to the bank.

17. The bank acknowledges that the payment was made to the vendor.

Referring to FIG. 5, another federated security transaction isdescribed. In this example, a toll can be paid by the vehicle user in ananonymous manner. The members of the federation include a toll entity, ashuttle company associated with a directory and being involved withtransportation, and the vehicle having the security controller 100,together with the decision engine 82 of the assertion repository 78. Thesteps and communications associated with this transaction exampleinclude:

1. The toll booth entity initiates an authenticated SSL connection withthe security controller 100 utilizing mutually recognized certificateauthorities.

2. The toll booth entity presents payment demand.

3. The security controller 100 queries the decision engine 82 forappropriate payment source.

4. The decision engine 82 initiates and establishes an authenticatedsecure connection with a directory that is remote from the vehicle.

5. The decision engine 82 presents the authorized assertion to thedirectory.

6. The directory generates credentials containing appropriate paymentinformation signed or authorized by the shuttle company.

7. The decision engine 82 returns the credentials to the securitycontroller 100.

8. The security controller 100 presents the credentials to the tollbooth entity.

In one embodiment, additional validation can be made with the shuttlecompany itself before access is granted. Payment could then occur ortransactions could be aggregated by the toll booth entity and presentthem to the shuttle company later based on their establishedrelationship. In a related embodiment, instead of security credentialsfrom the remote directory, persistent, cached assertions could be reliedon that are immediately accessible by the security controller.

Another anonymous transaction example is illustrated in FIG. 6.According to this scenario, a cab for hire is paid anonymously and thecab user or passenger receives a digitally signed receipt. Thefederation members include a financial institution, such as a creditcard company and a public transportation or taxi company, as well as thevehicle resources including the security controller 100 and a vehicleuser device that can contain an assertion repository 78. Due to thefederation relationship between the credit card company and the taxicompany, the cab driver does not need to know the identity of the cabuser or credit card number and there need not be a trust relationshipbetween the vehicle user and the taxi company. The steps andcommunications in this transaction include:

1. The security controller 100 in the cab is alerted that it will be thesource for paying the cab fare using, for example, a laptop, a cellphone or other consumer device that contains the assertion repository 78for the cab user.

2. Once the trip is completed, the fare amount is read from the cabmeter by the security controller 100.

3. The security controller 100 establishes a secure authenticatedconnection with the cab company, which could be a pre-existingconnection.

4. The fare amount, together with identifier for the cab, is sent to thecab company.

5. The cab company generates a signed or authorized fare assertion orreply.

6. The security controller 100 passes the assigned fare to the consumerdevice of the cab user.

7. The consumer device itself authenticates directly to the credit cardcompany which authorizes payment or provides its indication that it hasresponsibility for paying the fare amount. It is preferable that thiscommunication be SSL protected and, alternatively or optionally, thecommunication could be encrypted at the Internet protocol (IP) layer.This provides protection in the form of not permitting the taxi cab andany other passenger from getting information about the bank with whomthe fare paying cab user is communicating.

8. The consumer device transmits the signed fare assertion to the creditcard company.

9. The credit card company authenticates with the taxi company and makespayment based on the signed fare information.

10. The taxi company then sends an acknowledgment of payment to thesecurity controller 100 in the cab.

11. The security controller 100 can then send payment acknowledgment tothe consumer device.

In one embodiment, the fare assertion is an attribute assertioncontaining transaction information, the fare amount, the cab identifierand could also include other information such as the origin anddestination of travel, with all such information being asserted orauthorized by the cab company.

In another example of a federated environment that need not involve apayment as part of the user application, steps and communications aredescribed to permit checking of the current location of a package orother item being shipped. With reference to FIG. 7, the companyreceiving the item and the delivery company have entered into mutuallyaccepted conditions. These procedures or steps for this example include:

1. The shipping manager of the receiving company logs on to the companycomputer.

2. The shipping manager queries the delivery company for location of theshipment.

3. Information about the shipping manager is securely transferred totarget web services that is to make the determination and provide theauthorization to enable the shipping manager to obtain the locationinformation. The transferred information about the shipping manager caninclude the identity of the receiving company, the role of the shippingmanager at the shipping company and the item tracking number. Withregard to transferring the information about the shipping manager, inone embodiment, a middleware software system or module could be employedidentified as the Shibboleth architecture. The Shibboleth architectureis a known architecture that supports sharing of resources which aresubject to access controls.

4. A signed or authorized assertion is generated by the target webservices to which the information was directed. This signed assertionincludes the security controller address of the vehicle containing theitem, one or more credentials trusted by the security controller 100that specify GPS access privileges and a unique session identifier orhandle that links the shipping manager to the request in order toprevent unauthorized additional uses and/or other potential misuse.

5. Based on the address of the security controller 100 in the vehicle, aSSL session is established directly between the shipping manager and thesecurity controller 100.

6. The credential(s) is (are) presented to the security controller 100,which performs relevant validity checks.

7. In one variation, the security controller 100 might contact thedelivery company to verify the validity of the credential(s) and mayrequest additional information about the vehicle location transaction.In such a case, the credential(s) need not include authentication andauthorization information since these would be furnished by the deliverycompany.

8. The security controller 100 then requests the vehicle GPScoordinates.

9. These coordinates are returned to the security controller 100 in thevehicle from which location information is requested.

10. The GPS coordinates are sent to the shipping manager.

In a more significant variation of this example, the site of thereceiving company might act as a front end portal for all interactionsbetween it and the security controller 100. Alternatively as well, anestimated time of arrival could be provided to the shipping managerinstead of the actual GPS location of the vehicle.

In still another example of a federation implementation, maintenance ofa vehicle using a particular software diagnostic tool is described inconjunction with FIG. 8. In order to execute the vehicle diagnosticsoftware tool, secure access to the bus of the vehicle is granted. Thefederation members include a vehicle dealer or maker and entitiesinvolved with vehicle maintenance, as well as the vehicle itself havingthe security controller 100. In one embodiment, the credentials forallowing use of this diagnostic software are generated by the vehicledealer. The credentials might be specific for the particular vehicleand/or for a period of time. The sequence associated with thisapplication includes:

1. The credentials associated with use of the software and concomitantaccess to the vehicle bus are loaded on a computer, such as a laptop, ofthe vehicle diagnostics entity in order to enable the software.

2. The diagnostic application on the computer establishes a securesession with the security controller 100 of the vehicle.

3. The diagnostic application presents the credentials to the securitycontroller 100.

4. The security controller 100 establishes a secure connection with thedealer.

5. The security controller 100 presents the credentials contained in thesoftware to the dealer for validation.

6. The dealer validates the credentials.

7. The security controller 100 might seek the vehicle owner's permissionif access to the vehicle bus is granted by the vehicle dealer.

8. The vehicle owner grants access to the vehicle engine bus.

9. The security controller 100 accesses the vehicle engine bus andrequests information.

10. The security controller 100 reads information from the engine bus.

11. The security controller 100 then transmits this information to thecomputer.

The process of obtaining information from the vehicle engine bus couldbe repeated numerous times after the credentials are validated. Thecredentials might allow the engine bus to be accessed for a definedperiod of time and/or a limited number of times. The credentials arepreferably generated specific to each individual computer or otherdiagnostic device and not to the diagnostic software itself.

The foregoing discussion of the invention has been presented forpurposes of illustration and description. Further, the description isnot intended to limit the invention to the form disclosed herein.Consequently, variations and modifications commensurate with the aboveteachings, within the skill and knowledge of the relevant art, arewithin the scope of the present invention. The embodiments describedhereinabove are further intended to explain the best modes presentlyknown of practicing the invention and to enable others skilled in theart to utilize the invention in such, or in other embodiments, and withthe various modifications required by their particular application oruses. It is intended that the appended claims be construed to includealternative embodiments to the extent permitted by the prior art.

What is claimed is:
 1. A communication system, comprising: acommunication device; a first proprietary resource; a second proprietaryresource; a security controller; a communication bus interconnecting thecommunication device, the first proprietary resource, the secondproprietary resource, and the security controller, wherein the securitycontroller includes a processor, wherein the security controller isoperable to monitor communications between any two of the communicationdevice, the first proprietary resource, and the second proprietaryresource, wherein only communications that are authenticated by thesecurity controller are allowed between the communication device and thefirst proprietary resource, and between the communication device and thesecond proprietary resource.
 2. The system of claim 1, wherein thesecurity controller controls use of the first proprietary resourceutilizing certificate information that includes stored certificateinformation accessible by the security controller that relates toapproval of use of the first proprietary resource by a holder of a firstcertificate.
 3. The system of claim 2, wherein approval of use of thefirst proprietary resource by the holder of at least a first certificateinvolves at least a first entity having proprietary rights associatedwith the first proprietary resource, and wherein the proprietary rightsare evidenced by the first certificate.
 4. The system of claim 1,further comprising: a global positioning system (GPS) receiverassociated with the security controller.
 5. The system of claim 4,wherein approval of use of the first proprietary resource involvesdetermining a location of at least one of the wireless communicationdevice, the first proprietary resource, the second proprietary resource,and the security controller at the time the security controller performsauthentication with respect to a request for use of the firstproprietary resource.
 6. The system of claim 4, wherein the GPS receiveris integral to the security controller.
 7. The system of claim 1,wherein the first proprietary resource is at least one of: a firstvehicle bus, a first vehicle device, a first interface, a firstsubsystem, a first storage memory, a first application, firstconnectivity hardware, first connectivity software, and a firstcommunication device.
 8. The system of claim 7, wherein the secondproprietary resource is at least one of: a second vehicle bus, a secondvehicle device, a second interface, a second subsystem, a second storagememory, a second application, second connectivity hardware, secondconnectivity software, and a second communication device.
 9. The systemof claim 7, wherein the first proprietary resource is a first subsystem,and wherein the first subsystem includes at least one of: an electroniccontrol unit, a navigational global positioning system, an inflatorsubsystem, a personal digital assistant, a laptop computer, a vehiclemonitoring system, and an accident and emergency notification alarm. 10.The system of claim 7, wherein the first proprietary resource is a firstapplication, and wherein the first application includes at least one ofan application related to: entertainment delivered to a vehicle, datagathering from a vehicle, educational information delivered to avehicle, information sent to the vehicle for use by a subsystem,information sent to the vehicle for use by a device.
 11. The system ofclaim 10, wherein the first application is further related to at leastone of: a security service, a multi-user service, a vehicle to vehiclecommunication service, a geographical service, a regulatory service, acommunication service, and a commerce service.
 12. The system of claim1, wherein the communication device is a cellular telephone.
 13. Thesystem of claim 1, wherein the communication device, the firstproprietary resource, and the second proprietary resource are alllocated in a first vehicle.
 14. A method for controlling utilization ofresources in a vehicle, comprising: receiving by a device located in thevehicle first information; authenticating the first information by asecurity controller located in the vehicle; in response toauthenticating the first information, passing the first information to afirst proprietary resource; generating in the first proprietary resourcelocated in the vehicle second information; authenticating the secondinformation by the security controller; in response to authenticatingthe second information, passing the second information to at least oneof the second proprietary resource and a third proprietary resource. 15.The method of claim 14, wherein the first information includes a firstcommand.
 16. The method of claim 15, wherein the first informationincludes a second command, and wherein the device is a wirelesscommunication device, the method further comprising: in response toauthenticating the first information, passing the second command to asecond proprietary resource; generating in the second proprietaryresource located in the vehicle third information; passing the thirdinformation to the wireless communication device for transmission. 17.The method of claim 16, wherein the first proprietary resource is atleast a first one of a vehicle bus, a vehicle device, an interface, asubsystem, storage memory, an application executed in the vehicle,connectivity hardware, connectivity software, and a communicationdevice, and wherein the second proprietary resource is at least a secondone of a vehicle bus, a vehicle device, an interface, a subsystem,storage memory, an application executed in the vehicle, connectivityhardware, connectivity software, and a communication device.
 18. Themethod of claim 17, further comprising: displaying at least a portion ofat least one of the first information and the second information on athird proprietary resource in the vehicle.
 19. The method of claim 17,wherein the first proprietary resource is a global positioning system,and wherein the second proprietary resource is a vehicle electroniccontrol unit.
 20. A system in a first vehicle, comprising: a common busa security controller; a wireless communication device, wherein thewireless communication device is interconnected to the securitycontroller by the common bus; a first proprietary resource, wherein thefirst proprietary resource is interconnected to the security controllerby the common bus, and wherein the first proprietary resource includes aglobal positioning system; a second proprietary resource, wherein thesecond proprietary resource is interconnected to the security controllerby the common bus, and wherein the second proprietary resource includesa vehicle electronic control unit.